Internal combustion engine



Feb. 11, 1936. i I woo soN 2,030,086

INTERNAL COMBUSTION ENGINE Filed NOV. 13, 1931 2 Sheets-Sheet 1 Jmentw LIONEL MNFULSU/Slozcsmsq 8y fl/sexcaumxx EHM5 2" Wamnsazv.

Feb. 11, 1936. M. wooLsoN 2,030,085

INTERNAL COMBUSTION ENGINE' Filed Nov. '13, 1931 2 Sheets-Sheet 2 a a2 za 5 gwomlrov Ll UNEL NUULSUAJOEcawssq 5? HA: EXECVf/P/X .EMNE E NOULSUN.

' ject of this invention is to provide .fuel injec-.

pressure will be developed at any engine speed Patent ed'Feb. 1 1-, 1936 UNITED STATES PATENT .oFFlcEf 2,030,080 manner. COMBUSTION ENGINE Lio 01 M. Woolson, deceased, late of Detroit,

ch.,.by Emma F. Woolson, executrlx, Bloomfield, Mich assignor to Packard 'Motor Car Company, Detroit, Michitan Mich, a corporation of Application November 13, 1931, Serial No. 574,792 r 14 Claims. (01; 123-141)) This invention relates to internal combustion engines and more particularly to mechanism for injecting fuel charges into engine cylinders. a

One form of injection device for engines of the class mentioned includes a s ring closed nozz'le valve associated with an en ine actuated push plunger, and consequently the atomization and the pressure at which the fuel charges are injected vary in accordance with the engine R. P. M. Ordinarily, injection devices of this character provide suflicient atomization and pressure of the tion means which will avoid these undesirable conditions, 4

Another object of the invention is to provide a pair of "engine actuated injection devices for each cylinder of an engine which are actuated to operate oneduring the idling engine speeds and the other during the engine speeds above idling.

'A further object of the invention is to provide a pair of engine driven fuel injection devices, for

each cylinder of a compression-ignition engine, which are operable one at a time through auto matically controlled mechanism so that a fuel to project the fuel charges into compressed allcharges sufliciently to obtain a fuel mixture which will result in combustion by compression.

These and other objects of the invention will appear from the following description taken in connection with the drawings, which form a part of this specification, and in which: i

Fig. 1 is-a rear end elevation, partly in section and partly broken away, of anengine having the invention associated therewith;

Fig. 2 is a-sectional view of the same taken on-line 2-2 of Fig. 1; I v

.Fig. 3 is a sectional view of the nozzle portion of one of the injection devices associated with a fragment of a cylinder.

Referring now to the drawings byicharacters of reference, it! represents the cylindrical crank case'ofa Diesel engine designed preferably to be utilized as the power plant-of an airship,

' ders l I extend radially from the crank case and are formed with flanges I! which bear against and are secured to the crank case by a pair of hoops l3 placed inan initial tension greater than that developed therein by engine developed forces; The crank case is provided with spaced reinforcing walls, one of which is indicated at H, each of which extends in a plane with one of the hoops, \while aiw'all l5 encloses the rear end of the crank case andwith the rearmost wall 14 forms a compartment for mechanism to be hereinafter described.

'I'he engine illustrated is of the four cycle type and each cylinder head is provided with a single Venturi passage" which serves as both the air inlet and exhaust outlet, there being an open end "conduit i'l extending transversely of the outer end of each passage and in communication therewith. The passages extend at an angle to the axis of the associated cylinders and tangentially of the'inner wall ofthe cylinders so that air drawn therethrough into the cylinders by the pistons, as indicated at l8, willbe caused to ,move

in a; spiral direction. 'A valve I 9 controls the interior end of each passage l6 and a plurality of springs 20 normally maintain each valve in closed position. The valves are open during the exhaust and intake strokes and for so actuating the valves, mechanism extends through the housings 2| and 22 and includes rods 23 which bear against rock levers 2 carried by shafts 28 in thecrank case.

Charges of rotating air are compressed in the cylinders by the pistons, and. during such compression a charge of atomized fuel oil is injected into the air by means of either one of pairsof devices indicated generally at 21 andj'l. 'These' devices aresubstantially similar in design and comprise generally a nozzle section and a pump section which are preferably secured together as an integral unit and secured-to the cylinders by bolts 28, the nozzle sectionsof thedevices 21 being longer so that the pump will be in a plane behind that of the devices 26. A nozzle section of one of the injection devices'is illustrated'in fig. 3 and includes a barrel-,2! having an end extending throughan opening in the cylinder wall, there being a valve member 30 in the axially extending barrel passage having a head 3| lying within and-cocperating with the tapered outlet end of the [passage to determine the size of,

circular opening. A coil spring}? encircles the valve member in the barrel passage and is arranged to urge-the valve in a direction away -from the cylinder, 9. stop member 33 limiting suchthe crank case and a starter jaw extension is splined to the rear end thereof and secured,

movement in a manner to just prevent the valve head from striking the barrel.

A pump casing 34 is screwed upon each nozzle section and carries a barrel 35, there being a passage connecting the pump barrel with the axial nozzle passage and a one-way valve 36 arranged therein to prevent back flow. A plunger 31 is arranged in the barrel and controls the passage of fuel oil through the ports 38, and conduit sections 39 connect the housings 40 with which the ports communicate. A reservoir and low pressure pump (not shown) are associated with the fuel manifold which consists of the housings and conduits.

Mechanism is associated with each plunger for causing reciprocation thereof. A rod 4! is carried in a sleeve 42 extending through the crank case in alignment with each pump plunger, and there is an axially adjustable end 43 associated with such rods which engages the aligned plunger. A coil spring 44 is arranged in each pump casing and exerts pressure urging the pump plunger toward the crank case. Another rod 45 pivotally engages the end of each rod within the crank case and oppositely extending slippers or rock levers 46 and 46 are pivotally mounted side by side on each of the shafts 25 to receive the pairs of rods 45. It will be seen that the mechanisms for operating the injection devices 26 are in the same vertical plane while the mechanisms for operating the injection devices 21 are in a similar plane but to the rear of the mechanism for actuating the devices 26. The slippers are provided with a curved face 41 upon which the rods 45 bear and the relation of the rods 45 longitudinally of the, slippers determines the plunger timing and effective injection stroke. In order to vary the position of such-rods, links 48 are pivotally associated therewith and are secured upon pins 49 extending from the rotatable ring 50, the ring having a rack 5| with which the gear segment 52 on the shaft 53 meshes. Suitable mechanism is associated with the shaft to rotate the same from a point remote from the engine.

The crank shaft 54 extends axially through against endwise displacement by a bolt 55'. A

cam '56 for actuating the valve actuating mechanism rods 23 telescopes the crank shaft and is axially retained thereon by the nut 51, and reduction gearing 58, 58, and 6| is arranged to rotate the cam at crank shaft speed and in a counter clockwise direction viewed from the rear end. The cam 56 has a forwardly extending hub upon which a cam 6 I" is splined so that it will rotate therewith and can be shifted axially to a position for actuating either group of rocker levers of mechanisms for operating the devices 26 and .27. Spaced axially on the periphery of the cam 6| are two rows of lobes 6| and. 6|,

the lobes 6| being arranged to contact with the rocker levers 46' when the cam is in its rear position, and the lobes 6| 3 being arranged to' contact with the rocker levers 46 when the cam is moved to its forward position. There are four lobes in each group and the cam is driven at crank speed so that each rocker lever, in the group with which the cam is associated, will be actuated once in each two revolutions of the crank shaft. A retainer plate 62 is secured to the front end of the hub of the cam 56 and a coil spring 63 extends intermediate. the retainer plate and the cam 6| and thus urges the fuel cam toward its rear position where it will actuate the injection devices 21.

Automatic mechanism is provided for shifting the cam 6| to a forward position where it will actuate the injection devices 26, and such mechanism is shifted by agovernor responsive to the crank shaft rotation. To this end weight members 64 are pivoted at 65 to the crank shaft extension and are provided with arms 66 engaging a rotatable ring 61 arranged within a carrier or cam actuator casing 68. The casing has rods 69 extending therefrom, through openings in the cam 56, which are secured to the cam? 6|, and bearings 10 are arranged between the ring and the plate so that the ring can rotate with the governor arms which bear thereagainst. Centrifugal force will move the weight members outwardly so that the arms will move the casing 68 and rods 69 forwardly against the tension of the spring 63 and as the cam 6| is secured to the rods, it will also be moved axially to a position such that the lobes 6l will be in position to actuate the rock levers 46 of the mechanisms operating the injection devices 26 and at the same'time the lobes BI will be clear from the rock levers 46'. The spring tension can be arranged as desired so that a predetermined crank shaft rotation is required before the governor will shift the cam out of operative position with the injection devices 21 and into operative position with the injection devices'26.

The cam is positioned to actuate the devices 26 when the engine is running above idling speed, and is positioned to actuate the devices 21 when the engine is turning at idling or starting speed. The cam lobes H are arranged to actuate the rock levers 46 so that injection of fuel into the cylinders from the devices 26 will take place during the air compression strokes within a range between 40 and 20 degrees of the crank shaft angle before top center is reached by the pistons. The cam lobes 6| are arranged to actuate the rock levers 46' so that injection of fuel into the cylinders from the devices 21 will take place about 5 degrees of the crank shaft angle before the pistons reach top center during their air compression strokes.

The tension of the spring in the nozzle portion of the devices 26 is regulated to maintain a resistance to pressure so that proper atomization of the fuel takes place, when the charges are of a quantity to cause the engine to perform work, and so that penetration of the compressed ro-v tating air charges will result in commingling which will insure combustion by compression without auxiliary ignition means. When the engine is idling the fuel charge is small and, consequently, the heat developed thereby is less than when the engine is running at higher speeds, furthermore the pump plungers are moved slower when the engine is idling than when it is running under load so that the pressure developed behind the 'fuel charges with the devices-21 is not sufllcient to penetrate the air charges to an extent causing the proper commingling to form a mixturewhich will ignite under compression. Hence, starting and idling of the engine is uncertain with the devices 26 utilized as the injection means. By the provision of the devices 21, in which the tension of the nozzle springs 32 is greater than that in the devices 26, a high degree of pressure behind the oil charges is obtained even though the pump plungers are retarded in their movement during injection strokes. This greater resistance to the nozzle valves opening in the devices 21 cause a pressure to be built which-will produce atomization and penetration of the air charges by the fuel oil sumclent to result in a mixture which will ignite under compression. The spring hold the cam 6| into position to cause the devices 21 to be effective during starting and idling and the automatic mechanism will move the cam GI into a position to cause the devices 28 to be effective when the R. M. of the engine exceeds idling speed.

nozzle, said nozzles having spring pressed valves opened under different pressures, and an actuating member selectively engageable with either of said devices.

2. In a compression-ignition engine, a cylinder, a pair of fuel injection devices opening into the cylinder and each including a plunger and a nozzle, said nozzles having spring pressed valvesopening under different pressures, means for feeding a common fuel oil to said pair of devices. mechanism associated with each injunction device to cause reciprocation .of the plunger, an axially .shiftable cam member selectively engageable with either of said mechanisms, and

resilient means associated to urge said'cam member toward one extreme position of its axial movement. I

3. In an internal combustion engine, a plurality of radially extending cylinders, a pair of fuel injection devices associated with each cylinder and communicating with the interior thereof, said devices each including a. pump plunger and a nozzle having a spring pressed valve, the

pressure required. to open one of the valves for injection being different from that required to open the other valve, and shiftable engine driven means selectively engageable with either of the plungers for actuating the same.

4. In aninternal combustion engine, a plurality of radially extending cylinders, pairs of fuelinjection devices connected with a common source of oil supplyand similarly associated with each of the cylinders and communicating with themterior thereof, said devices each including a pump and a nozzle having a spring'pressed valve, the valves of each pair of nozzles being urged toward closed position under different spring pressure.

mechanisms for operating the 'plungers, the operating mechanism for the pumps in each pair being arranged in parallel planes, and a cam for actuating the pump operating mechanisms, said cam beingshiftabie axially into the plane of either of the pump operating mechanisms.

5. In a compression-ignition engine, a cylinder, a pair of fuel injection devices opening into the cylinder and each including 8, plunger. and a nozzle having a spring controlled valve, one of said. valves requiring a greater fuelpressure in the device than that in the other device before opening to allow fuel discharge thereby, a cam shiftable toactuate either of the plungers means responsive to engine speed for shifting the cam in one direction, and a spring for shifting the cam-in the other direction. I

6. In a compression-ignition engine, a cylinder, a pair of fuel injection devices opening into the cylinder and each including a. plunger and a nozzle'having a spring controlled valve, one of the valves requiring greater fuel pressure than the other before opening, an engine driven cam,

means normally positioning the cam to actuate the device requiring greater pressure to open the nozzle valve, and governor means responsive to a predetermined engine speed forpositioning thecam in operative relation with the device requiringthe lower pressure tolallow fuel dischargepast the nozzle valve.

7. In a compression-ignition engine, a cylin' der, a pair of fuel injection devices opening into the cylinder and eachincluding a plunger and a nozzle having a spring controlled valve, one of the valves requiring more fuel pressure than the other before opening, a-shiftable engine driven cam, a spring normally positioning the cam to actuate the device requiring greater fuel pressure to open the nozzle valve, and governor means responsive to engine speed for moving the cam. against the spring tension into a position'for actuating the device requiring the lower pres- 8. In a compression-ignition engine having a plurality of cylinders and a crank, shaft, fuel feeding means comprising two fuel injection devices associated with each cylinder for discharging fml oil charges therein and each including a plunger and a nozzle, said nozzles having valves openingunder different pressures, means I sure to allow fuel discharge past the nozzle valve.

for feeding fuel oil of similar character to;

said devices, extending into the crank case for operating theplungers, one of he mechanisms for each pair of devices being ed in different planes axially. of the engine, a cam telescoping the crank shaft, means 'for rotating the cam at a reduced speed from the crank shaft, a governor fixed to the crank shaft having pivotedweights responsive to a predetermined speed, connections between the cam and the pivoted governor elements for shiftcylinders and each including a plunger, one of said devices of each pair discharging in response to less pressure than the other, a mechanism for actuating each plunger, said mechanisms for operating each pair of devices being arranged in spaced relation axially of the crank case, an axially movable cam driven from the crank shaft, a governor secured to the crank shaft and in cluding arms adapted to move axially, a ring en-'- gaged by the pivoted arms and connecting means including rods secured to the cam and casing with which the ring co-operates and moves axially to move the caminto a position for actuating 'the forward plunger operating mechanisms.

10. In a compression-ignition engine, a cylinyder, a pair of injection devices associated to dis-. charge fuel oil from a common source of supply into the cylinder and each including a plunger and a nozzle, said nomles havingvalves opening under different pressures, an operating mechanism associated with each plunger, said mechanisms being spaced, and an engine rotated cam member having two spaced sets of lobes each engageable with one of the mechanisms, said cam being shiftable axially to move either one of said sets of lobes to operative relation with one of the mechanism and moving the other of said sets of lobes out of operative relation with the other of said mechanisms.

11. In an internal combustion engine having cylinders, a crank shaft and an air valve actuating cam driven at a reduced speed from the crank shaft, fuel injection mechanism comprising a pair of devices each including a nozzle and a plunger associated with each cylinder, a mechanism for actuating each plunger, an axially movable cam keyed on the air valve actuating cam, said axially movable cam being adapted to be positioned to actuate one of the plunger operating mechanisms of each pair, and shifting means connected with the axially movable cam.

12. In an internal combustion engine having cylinders, a crank shaft and an air -valve actuating cam driven at a reduced speed from the crank shaft, fuel injection mechanism comprising a pair of devices each including a nozzle and a plunger communicating with each cylinder, a mechanism for operating each plunger, an axially movable cam keyed on the air valve actuating camfor actuating either one of the plunger operating mechanisms, a spring urging the cam in one axial direction, and governor means including rods extending through the air valve cam connected to the axially movable cam, said governor means having a portion fixed on the crank shaft and arranged to shift the rods connected to the movable cam axially in opposition to the spring upon a predetermined shaft rotation.

13. In an internal combustion engine having cylinders, a crank shaft and an air valve actuating cam driven at a reduced speed from the crank shaft, fuel injection mechanism comprising a pair of devices each including a nozzle and a plunger communicating with each cylinder, mechanism for operating each plunger, an axially movable cam keyed on the air valve actuating cam, the axial position of said cam actuating either one or the other plunger operating mechanisms of each pair of devices, a spring engaging the shiftable cam to urge it into one extreme position, and a governor means for moving the shiftable cam to the other extreme position, said means including weight members pivoted on the crank shaft, means fixed to the shiftable cam and ball bearing means intermediate the weight members and the fixed means.

14. Fuel oil injecting means for the combustion chamber of an internal combustion engine comprising a. pair of devices each including a pump connected with a source of fuel and a nozzle having a spring closed outlet valve, said valves opening under different pump developed pressures relatively, a shiftable engine driven cam having twosets of lobes arranged to actuate'the pumps at different timing relatively, the later timed set of lobes being engageable with the pump of the device having the nozzle valve requiring the higher pressure for opening and the earlier timed set of lobes being engageable with the pump of the other device, spring means normally maintainin g said cam in position for the later time set lobes to be effective, and speed responsive means associated with said cam to automaticaly move the earlier timed set of lobes into eflective position.

. EMMA F. WOQ LSON, Executrix of the Estate of Lionel M. Woolson,

Deceased. 

